SOLID LUBRICANT AND HARDENABLE STEEL COATING SYSTEM

Abstract: The invention is directed to a plasma sprayable powder for coating surfaces such as cylinder bores of an internal combustion engine, comprising grain size agglomerates of (i) a plurality of solid lubricant particles (15a, 15b, 15c, 15d, 15e) selected from the group consisting of graphite, MoS2, BN, CaF2, and LiF; and (ii) fusable ingredients (16) adjacent the solid lubricant particles, the ingredients being air-hardenable upon friction-promoting-use, and the lubricants and fusable ingredients being agglomerated together by a low melting medium (17) in the grains. The invention also discloses a solid lubricant coating system for use with a metal interface subject to high temperatures and wet lubrication, comprising agglomerates of particles of (i) said solid lubricant particles (15a, 15b, 15c, 15d, 15e) and (ii) steel particles (16) fused together and bounding said solid lubricant particles at least at certain intersections, certain portions of said steel particles being air-hardened to a high hardness upon exposure of the coating to the interface at high temperatures. Further, the invention discloses a method of making anti-friction coated surfaces subject to wear, such as cylinder bore walls of an engine.

Description: SOLID LUBRICANT AND HARDENABLE STEEL COATING SYSTEM This invention relates to the art of fluid lubricated metal wear interfaces or contacts, and more particularly to the use of anti-friction solid film lubricants for such interfaces modified to withstand high unit scraping or bearing loads at high temperatures while functioning wit either full or partial wet lubrication. The utility of certain solid film lubricants for bearings has been known for some time. U.S. patent 1,654,509 (1927) discloses use of powder graphite trapped or covered by a metal binder (i.e., iron, aluminium, bronze, tin, lead, babbitt, or copper) to form a thick coating; the metal is heated to at least a thermoplastic condition by melting or arc spraying to bury the graphite. The coating offers limited friction reducing characteristics. Unfortunately, (i) the graphite is not exposed except by significant wear of the metal, thus never realising significantly lower friction; (ii) the metal is in a molten condition prior to trapping or burying the graphite, causing thermal effects and distortions; and (iii) oxides of the metal serve as the primary lubricant . The prior art has also appreciated the advantage of thermally spraying (by oxy-fuel) aluminium bronze as a solid film lubricant onto cylinder bore surfaces of an engine as demonstrated in U.S. patent 5,080,056. The lubricating quality of such patented coating at high temperatures is not satisfactory because (i) it lacks compatibility with piston ring materials which usually comprise cast iron, molybdenum coated cast iron, or electroplated hard chromium; and (ii) thermal spraying of the material by oxy-fuel is not desirable because of very heat input necessitating elaborate tooling to dissipate rapidly such heat to avoid distortion of the cooled part. The author of this invention has previously disclosed certain solid lubricants operable at high temperatures, but designed for either interfacing with ceramics, not metals, and generally at low load applications in the absence of any liquids, or with metals in an oilless environment. One solid film .lubricant disclosed comprises graphite and boron nitride in a highly viscous thermoplastic polymer binder spread in a generous volume onto a seal support comprised of nickel and chromium alloy. The formulation was designed to provide a hard coating which softens at the surface under the load, while at or above the operating temperature and while functioning only under dry conditions. Thermoplastic polymer based formulations are unsatisfactory, unless substantially modified, in meeting the needs of a highly loaded engine component, such as a cylinder bore, because the interfacing surfaces are subject to wet lubrication, the unit loads are significantly higher (approaching 500 psi) and the surface temperatures are far higher, causing scraping. Another solid film lubricant disclosed was halide salts or MoS 2 (but not as a combination) in a nickel, copper, or cobalt binder; the coating, without modifications, would not be effective in providing a stable and durable anti-friction coating for the walls of an internal combustion cylinder bore, because the formulations were designed to operate under dry conditions and against ceramics (primarily lithium aluminium silicate and magnesium aluminium silicate) , and thus the right matrix was not used, nor was the right combination of solid film lubricants used. Particularly significant is the fact that formulations were designed to produce a ceramic compatible oxide (e.g., copper oxide or nickel oxide) through partial oxidation of the metal in the formulation. These systems were also designed to also permit as much as 300-500 microns of wear. Under the present invention, only 5-10 microns of wear is tolerated. It is an object of this invention to provide a plasma sprayable powder for coating cylinder bores of an internal combustion engine, the powder having agglomerated grains of different solid lubricants, the agglomerates being surrounded by ingredients that are fusable and yet air-hardenable to promote islands of high hardness. The coating composition embodying the invention economically reduces friction for high temperature applications, particularly along a cylinder bore wall at temperatures above 600°F when oil lubrication fails or in the presence of oil flooding (while successfully resisting conventional or improved piston ring applied loads) . A Method embodying the invention is a low cost method of making coated cylinder walls by rapidly applying a coating by plasma spraying at reduced or selected areas of the bore wall while achieving excellent adherence and precise deposition, the method demanding less rough and finish machining of the final bore surface. An aluminium alloy cylinder wall of an engine which is coated with a coating composition embodying the invention has advantages that it (i) assists in achieving reduced piston system friction and reduced piston blow-by, all resulting in an improved vehicle fuel economy of 2-4% for a gasoline powered vehicle; (ii) reduces hydrocarbon emissions; and (iii) reduce engine vibration by at least 20% at wide-open throttle conditions at moderate speeds (i.e., 1000-3000 rpm) . The invention, in a first aspect, is a thermally sprayable powder (particularly by plasma) for coating surfaces such as cylinder bores of an internal combustion engine. The powder comprises grain size agglomerates of (i) a plurality of solid lubricant particles selected from the group consisting of graphite, MoS 2 , hexagonal BN, CaF 2 , iF, and eutectic mixtures of LiF/CaF 2 or LiF/NaF 2 ; and (ii) fusable ingredients adjacent the solid lubricant particles, the ingredients being air-hardenable upon friction-promoting-use, and the lubricants and fusable ingredients being agglomerated together by a low melting medium in the grains. The invention, in a second aspect, comprises a solid lubricant coating system for use with a metal interface subject to high temperatures. The coating system comprises agglomerates of particles forming grains adhered to a metal substrate or interface, said particles being comprised of (i) solid lubricant, particles selected from the group consisting of graphite, hexagonal boron nitride, molybdenum disulfide, lithium fluoride, calcium fluoride, and eutectic mixtures of LiF/CaF 2 or LiF/NaF 2 ; and (ii) steel particles fused together and bounding said solid lubricant particles at least at certain intersections, certain portions of said steel particles being air-hardened to a high hardness upon exposure of the coating to the interface at high temperatures. IT is desirable that the steel particles be of a stainless steel character consisting preferably of 70% iron, 15-24% chromium, and about 8% nickel. The agglomerates preferably comprise by volume: 15-25% solid lubricant particles and 74-84% stainless steel particles. The air-hardened hardness of the steel is about Re 60, and the coefficient of friction achieved by the coating system is about .14 dry and 0.06-0.08 under partially wet lubricated conditions. Another aspect of this invention is a method of making anti-friction coated surfaces subject to sliding wear. The method comprises: (a) forming grains of agglomerated solid lubricant particles and air-hardenable, fusable ingredients such as steel particles, the particles being agglomerated by a low melting, easily combustible, ash-free binder or medium such as wax; (b) providing a light metal-based component surface; (c) thermally spraying such grains onto said surface in a thickness range of 100-250 microns to form a coating substantially devoid of the binder (the temperature of said thermal spraying eliminating the wax by ash-free combustion) ; (d) removing at least a portion of the fusable particles by honing to expose edges of such particles; and (e) subjecting the exposed particles to air hardening (i.e., by available interfacing friction resulting from the thermal spray deposition process) . Yet another aspect of this invention is an engine block with one or more anti-friction coated cylinder bores. The block compri s es: (a) a cast aluminium based cylinder block having at least one cylinder bore wall; (b) an oil-attracting coating of grains fused to each other and to said bore wall, said grains comprising agglomerates of solid lubricant particles and hardened, fused particles, the solid lubricant particles being selected from the group consisting of graphite molybdenum disulfide, boron nitride, lithium fluoride, calcium fluoride, and eutectic mixtures of LiF/CaF 2 or LiF/NaF 2 , the coating having been finish-honed to expose certain margins of the fused particles. The invention will now be described further, by way of example, with reference to the accompanying drawings, in which: Figure 1 is a schematic illustration of a microscopic section of a coating system embodying the principles of this invention; Figure 2 is an enlarged sectional illustration of a grain of powder in accordance with this invention; Figure 3 is a view like Figure 2, but illustrating an alternative powder grain composition; Figure 3a is a further enlarged view of one type of particle forming part of the grain of Figure 3; Figure 3b is a further enlarged view of another type of particle forming part of the grain of Figure 3; Figure 4 is a greatly enlarged schematic illustration of a microscopic section of a freshly deposited plasma sprayed coating; Figure 5 is a schematic representation of the forces that influence coulomb friction; Figure 6 is a highly enlarged microscopic view in cross-section of interfacing surfaces showing the irregularities of normal surfaces that affect coulomb friction; Figure 7 is a view similar to Figure 6 showing the incorporation of solid films on the interfacing surfaces that affect coulomb friction; Figure 8 is a graphical illustration of the onset of plastic flow of surface films as a function of stress and temperature; Figure 9 is a graphical illustration of surface energy (hardness) as a function of temperature for surface films; Figure 10 is a graphical illustration of the coefficient of friction for block graphite as a function of time; Figure 11 is a graphical illustration of the coefficient of friction and also of wear as a function of time for the coating system of this invention tested at the temperature of 500°F; Figure 12 is a block diagram showing schematically the steps involved in the method of making the coated components of this invention; Figure 13 is an enlarged sectional view of a portion of a liner in position for being installed in a cylinder block bore and carrying the coatings necessary to this inven ion; Figure 14 is a schematic illustration of the mechanics involved in reciprocating a piston within a cylinder bore showing the travel of the piston rings which promote a loading on the cylinder bore coating system; Figure 15 is a view of the coating apparatus for depositing at high temperatures a plasma metallic-based coating on a cylinder bore shown in cross-section; and Figure 16 is a cross-sectional illustration of an internal combustion engine containing the product of this invention showing one coated cylinder bore in its environment for reducing the total engine friction, vibration, and fuel consumption for such engine. To achieve a significant reduction in the coefficient of friction at high temperatures between normally oil-bathed metal contact surfaces, loaded to at least 10 psi, the coating system cannot rely on graphite or any one lubricant by itself, but rather upon a specific combination of solid lubricants entrained in an air-hardenable metallic framework that, when honed to a smooth interfacing surface, will function as wear-resistant, anti-friction bearing surfaces. As shown in Figure 1, the inventive system comprises a layer A of powder grains adhered to a metal substrate or wall 10, each grain containing an agglomeration 11 of oil-attracting solid lubricant particles and air-hardenable, fusable ingredients surrounding each of the solid lubricant particles. The oil-attracting solid lubricant particles are selected from the group consisting of graphite, molybdenum disulfide, boron nitride, calcium difluoride, lithium fluoride, and eutectic mixtures of LiF/CaF 2 or LiF/NaF 2 . The fusable air-hardenable ingredients are preferably a stainless steel consisting of about 4-24% chromium, 6-12% nickel when used, 4-6% manganese when used, 0-4% Al, and the remainder iron. The soli I lubricants are stable at 600-800°F and give the coating high temperature stability for use in the cylinder bores of internal combustion engines. The grains adhere to the substrate as a result of fusion when the shells 12 of the fusable particles are softened as a result of thermal spraying. The unfused portion 13 of the air-hardenable particles provides an encapsulation in part for the solid lubricant-containing core. The powder, useful as a raw material in creating the coating system, is comprised of powder grains 14, such as shown in Figure 2, which are agglomerates 11 of solid lubricant particles 15, here being boron nitride 15a, molybdenum disulfide 15b, graphite 15c, calcium difluoride 15d, and lithium fluoride 15e. Such solid lubricant particles are interspersed with air-hardenable steel particles 16 which are held together by a low melting medium or binder, such as wax, 17. The steel particles are selected from iron alloys containing (i) 8-20% chromium and 1-4% aluminium; (ii) 4-20% chromium, 4-6% Mn, and 6-12% Ni; and (iii) stainless steel having 15-24% Cr, and 8% nickel. The wax binder can be a wax having the following composition: 0.5-2.0% conventional carbowax, gum arabic, and poly vinyl alcohol. The solid lubricant particles preferably have a size in the range of 5-40 microns; the steel particles have a starting average particle size in the range of 20-50 microns. The agglomerated particles (in the wax binder) form grains having a size in the range of 40-55 microns. Such particle and grain size ranges are important because they make possible a flowable powder useful in the thermal spray deposition process. When the size is substantially below 40 microns, the powder will not flow freely; when significantly above 55 microns, stratification of the different particles will occur. The particles of solid lubricant desirably should be in a proportion of 15-25% of each grain with the steel particles being 74-84% by volume, the wax binder constituting less than 4% of the grains. However, the wax binder burns off during thermal spraying. Alternatively, the metal encapsulation may be provided by hydrometallurgy whereby solid film lubricant particles are suspended in a solution of the easily decomposed salt of the metal at higher temperatures and pressure, the metal deposits on the surface of the particles. As shown in Figure 3, the solid lubricant particles 15 may be alternatively encapsulated within a metal shell 18 prior to agglomeration by wax; shell metal or metal alloy is selected from the group consisting of nickel, copper, iron, and cobalt. Such encapsulated particles are created by a prior treatment wherein solid lubricants are placed in a molten bath of the metal and stirred, and then the slurry is comminuted so as to form the encapsulated lubricant particles 20 (Figure 3a) . Similarly, the steel particles 16 may be encapsulated in the same type of shell 18 by a similar process to form a particle 21 (see Figure 3b) . The encapsulated particles then are bound together by the wax 17 to form the grains as previously discussed (see Figure 3) . Other hard particles 19 may be incorporated along with the encapsulated particles. The optional hard particles or encapsulated particles facilitate harder bearing surfaces or silts uniformly distributed throughout the coating. The powder may be made alternatively by spray drying; to this end, a water-based slurry of very fine particles is prepared (the particles are solid lubricants and soft metals (Ni, Co, etc.) . The slurry is blended with .5-1.5% by weight water soluble organic binder such as gum arabic and/or polyvinyl alcohol or carbowax. The blended slurry is then atomised into a hot circulating air chamber at or about 300°F. As shown in Figure 4, the preferred coating , when operatively used, will have a glazed or polished outer surface 60 as a result of engine start-up use and will have edges 61 of the steel particle network 62 exposed as a result of honing to function much like needle bearings within the coating. The coating has a significantly useful porosity 23 which retains fluid oil for additional lubrication. Friction in an oil-bathed environment will be dependent partly upon fluid friction and the oil film (layers in the fluid sheared at different velocities, commonly referred to as hydrodynamic friction) , and, more importantly, dependent on dry or coulomb friction between contacting solid, rigid bodies (also referred to as boundary friction) . Dry friction is tangential and opposed to the direction of sliding interengagement. AS shown in Figure 5, there is a visualisation of the mechanical action of friction. The weight of a block (or applied load) imposes a normal force N on table C that is spread across several load forces N-l at each interengaging hump 22 (see Figure 6) . The composite of all the tangential components of the small reaction forces F-l at each of the interengaged humps 22 is the total friction force F. The humps are the inherent irregularities or asperities in any surface on a microscopic scale. When the interengaging surfaces are in relative motion, the contacts are more nearly along the tops of the humps and therefore the tangential reaction forces will be smaller. When the bodies are at rest, the coefficient of friction will be greater. Friction is influenced by the deformation and tearing of surface irregularities, hardness of the interengaged surfaces, and the presence of surface film such as oxides or oils. AS a result, actual friction will be different from idealised perfect contact friction and will depend upon the ratio between shear and yield stresses of the interengaged surfaces. Thus, the presence of a film on each of the interengaging surfaces (see Figure 7) will serve to change the coefficient of friction depending upon the shear and yield stress capacities of the films and their relative hardness. Friction is also influenced significantly by temperature because high local temperatures can influence adhesion at the contact points. AS shown in Figure 8, as temperature goes up, the critical stress for slip goes down, exposing more surface to sliding and thereby increasing friction. AS shown in Figure 9, as the temperature approaches melting, the hardness (E) goes down, resulting in galling and scuffing. This is accounted for in the friction equation: f α l/(Ts-T) , Ts being the surface temperature and T being the bulk temperature of the sliding part. The influence of temperature is particularly evident on graphite as shown in Figure 10. The coefficient of friction for block graphite rapidly increases to above .4 and 1200°F, respectively, and resist loads of at least 10 psi. The coating A must be porous, having a pore volume 23 of at least about 2-10%, as shown in Figure 4. Porosity allows fluid oil to be retained in the pores of the coating 5 as an impregnant during operation of the engine. Such temperature stability is important because typical engine cylinder bore wall will experience, at certain zones thereof and under certain engine operating conditions such as failure of coolant or oil pump) , temperatures as high as 10 700°F even though the hottest zone of the cylinder bore surface in the combustion chamber, during normal operation, is only about 540°F. The optimum mixture contains all of such solid lubricant ingredients, which will provide for a temperature stability up to temperatures as high as 800°F, 15 load bearing capacities of at least 10 psi, and excellent oil attraction capability. The coefficient of friction for the grains in the deposited condition will be in the range of .07-.08 at room temperature, and a coefficient of friction as low as .03 at 700°F. 20 Method of Making Coated Surfaces As shown in Figure 12, the comprehensive method of making coated surfaces such as cylinder bore walls, 25 according to this invention, comprises the series of steps: (a) forming grains of agglomerated particles, the particles including solid lubricants and air-hardenable metals; (b) providing a light metal or light metal alloy surface, the metal being selected from the group of aluminium, magnesium, 30 silicon, and titanium; (c) thermally spraying the agglomerated particles onto the surface, the cylinder surface may be the parent bore surface of a cylinder block; (d) honing the sprayed coating on the surface to a predetermined thickness and smoothness to expose edges of 35 the metallic fused network of the coating as well as smear the solid lubricants across the honed surface; and (e) subjecting the honed coating to frictional use to harden at least some portion of the metallic content of the grains of the coating. Such method provides several new features that should be mentioned here. Plasma sprayed powder (i) will form a controlled porosity that allows for impregnation of wet oil; (ii) the encapsulated powder grains create asperities in the surface such that, when honed, the edges of the shell metal provide a smaller localised area of hard supporting asperities where boundary layer shear will take place in the smeared solid lubricant thereover to further reduce friction (similar to microgrooving) ; and (iii) the adherent metal network created as a result of melting only the outer skin of the soft metal shells during plasma spraying. As shown in Figure 13, if a liner 14 is used as the surface to be coated, the liner 14 would preferably be constituted of the same material as that of the parent bore surface 15. However, the liner can be any metal that has a higher strength as the metal of the parent bore wall; this is often achieved by making an alloy of the metal used for the parent bore wall. For example, C-355 or C-356 aluminium alloys for the liner are stronger than the 319 aluminium alloy commonly used for aluminium engine blocks. The liner must have, generally, thermal conductivity and thermal expansion characteristics essentially the same as the block. Preferably, only the liner is coated interiorly at 18, as will be described subsequently, and the liner then assembled to the parent bore by either being frozen to about a temperature of -40°F while maintaining the parent bore at room temperature, or the parent bore may be heated to 270°F while the liner is retained at room temperature. IN either case, a shrink-fit is obtained by placing the liner in such differential temperature condition within the parent bore 15. Preferably, the liner is coated at 17 on its exterior surface 16 with a copper flake epoxy mixture (70-90% copper flake) , the epoxy being of the type described for use in coating. The copper flake within such epoxy coating assures sides, and cooperates to receive a head 46 containing intake and exhaust passages 47, 48 opened and closed by intake and exhaust valves 49, 50 operated by a valve train 51 actuated by camshafts 52. The combustible gases are ignited by spark 5 ignition 53 located centrally of the combustion chamber 54 to move the piston 55, which in turn actuates a connecting rod 56 to turn a crankshaft 57 rotating within a crank case 58. Oil is drawn from the crank case 58 and splashed within the interior of the block to lubricate and bathe the piston 10 55 during its reciprocal movement therein. The cooling fluid circulates about the cylinder bore wall to extract heat therefrom, which influences the efficiency of the engine by reducing the heat input into the air/fuel charge during the intake stroke, and thus increases volumetric 15 efficiency as well as power and fuel economy. 20 25 30 35

Claims: CLAIMS 1. A thermally sprayable powder, comprising: (i) solid lubricant particles (15a, 15b, 15c, 15d,15e) selected from the group consisting of graphite, MoS 2 and BN, CaF 2 , NaF, WS 2 , and LiF; (ii) fusable particles (16) distributed throughout said solid lubricant particles, said fusable particles being air-hardenable upon friction-promoting use of the powder to a hardness of at least 60 Re; and (iii) a low melting medium (17) binding said solid lubricant particles and fusable particles together in agglomerated grains. 2. A powder as claimed in claim 1, in which said fusable particles are steel particles and said thermal spraying is by plasma. 3. A powder as claimed in claim 2, in which said steel particles are stainless steel comprised of 8-20% Cr, 2-8% Mn, and 8-16% Ni. 4. A powder as claimed in claim 2, in which said steel particles are alloy steel comprised of 4-8% Mn, 4-20% Cr, 2-4% Ni, and 0.1-0.4% C. 5. A powder as claimed in claim 1, in which said fusable particles are present in said grains in an amount of 74-84% by weight. 6. A powder as claimed in claim 1, in which said solid lubricant particles are present in said grains in an amount of 4-25% by weight and said medium is present in an amount of 1-2% by weight. 7. A powder as claimed in claim 1, in which said medium is wax or thermally removable thermoplastic polymer. 8. A powder as claimed in claim 1, in which said solid lubricant particles are encapsulated in a thin, soft metal shell selected from the group consisting of nickel, cobalt, and copper. 9. A powder as claimed in claim 1, in which said medium melts at a temperature above 200°F. 10. A method of making anti-friction coated surfaces subject to sliding wear, comprising: (a) forming grains of agglomerated solid lubricant particles and air-hardenable, fusable metal particles, the particles being bound together in such agglomerates by a low melting medium; (b) providing a light metal-based component surface; (c) thermally spraying said grains onto said surface in a thickness of 120-250 microns to form a coating substantially devoid of the medium and having limited porosity; (d) removing at least a portion of the fusable particles to expose edges of such particles; and (e) subjecting the exposed edges to air-hardening. 11. A method as claimed in claim 10, in which said solid lubricant particles are selected from the group consisting of graphite, MoS 2 and BN, CaF 2 , LiF, NaF, and WS 2 , said fusable metal particles consisting of steel, and said light metal alloy-based component being selected from the group consisting of aluminium, magnesium, zinc, titanium, and silicon. 12. A method as claimed in claim 10, in which said low melting medium is wax. 13. A method as claimed in claim 10, in which said medium melts at a temperature in excess of 200°F. 14. A method as claimed in claim 10, in which step (c) is carried out by plasma spraying to deposit a coating having a porosity of 2-10%. 15. A method as claimed in claim 10, in which step (d) is carried out by honing. 16. A method as claimed in claim 10, in which air-hardening alloy results from fusion of the particles during thermal spraying. 17. A method as claimed in claim 10, in which said coating of step (c) comprises fusion of adjacent steel particles to form an adherent network. 18. A method as claimed in claim 10, in which said grains have a particle size in the range of 15-20 microns. 19. A solid lubricant coating system, comprising: (a) a light metal-based substrate; and (b) grains of agglomerated particles thermally adhered to said substrate, said grains consisting of (i) solid lubricants selected from the group consisting of graphite, MoS 2 , BN, LiF, CaF 2 , NaF, and WS 2 , and (ii) air-hardenable metal particles fused together as a network. 20. A coating system as claimed in claim 19, in which said light metal is selected from the group consisting of aluminium, magnesium, titanium, and silicon. 21. A coating system as claimed in claim 19, in which said air-hardenable metal particles are stainless steel. 22. A coating system as claimed in claim 21, in which said stainless steel particles have 12-20% Cr, 2-8% Mn, and 8-22% Ni. 23. A coating system as claimed in claim 19, in which said solid lubricant particles comprise, by volume, 15-25% of said grains and said steel particles comprise 74-85%. 24. A coating system as claimed in claim 21, in which only edges of said steel particles are exposed. 25. A coating system as claimed in claim 24, in which the coefficient of friction of said system at 700°F is no greater than about .03-12. 26. An engine block, comprising: (a) a cast aluminium-based cylinder block having at least one cylinder bore wall; and (b) an oil-attracting coating of grains fused to each other and to said bore wall, said grains comprising comingled solid lubricant particles and hardened, fused particles, the solid lubricant particles being selected from the group consisting of graphite, MoS 2 , BN, LiF, CaF 2 , NaF, and WS 2 , the coating having been finish-honed to expose edges of said hardened, fused particles. 27. An engine block as claimed in claim 26, in which said bore wall is presented by a cast-in-place liner comprised of the same grains as in element (b) . 28. An engine block as claimed in claim 26, in which said bore wall is presented by a metal liner inserted into the cylinder bore of said block with essentially no bore distortion. 29. An engine block as claimed in claim 27, in which said liner and block are each comprised of a similar light metal selected from the group of aluminium, magnesium, titanium, and silicon. 30. An engine block as claimed in claim 26, in which the coating is smoothed to exact roundness of a piston operating therein by action of said piston with essentially zero clearance. 31. An engine block as claimed in claim 26, in which said coating has a porosity of 2-10, a coefficient of friction at 700°F of no greater than about .03, and a supporting hardness of at least Re 50 at the hardened lacy network.

Inventors: RAO V DURGA NAGESWAR, RAO, V., DURGA, NAGESWAR
Applicants: FORD FRANCE, FORD MOTOR CANADA, FORD MOTOR CO, FORD WERKE AG, FORD FRANCE S.A., FORD MOTOR COMPANY, FORD MOTOR COMPANY LIMITED, FORD MOTOR COMPANY OF CANADA LIMITED, FORD WERKE A.G.
Application year: 1994
Main classification: C10M103
IPC codes: B23K35, C10M169, C22C32, C22C33, C23C4